Rail anchor driving machines



April 7, 1964 R. L. SIVON 3,127,847

RAIL ANCHOR DRIVING MACHINES Fil d Feb. 11, 1959 9 Sheets-Sheet 1 Ln so :3 INVENTOR ATTORNEYS if Roberf- L. Sivan April 7, 1964 R. SIVON RAIL ANCHOR DRIVING MACHINES 9 Sheets-Sheet 2 Filed Feb. 11, 1959 p 1964 R. L. SIVON Q 3,127,847

RAIL ANCHOR DRIVING MACHINES A ril 7, 1964 R. L. SWQN 3,127,847

RAIL ANCHOR DRIVING MACHINES 9 Sheets-Sheet 4 Filed Feb. 11, 1959 m3 INVENTOR Roberf L- .Si'von ATTORNEYS April 7, 1964 R. SIVON 3,127,847 RAIL ANCHOR DRIVING MACHINES Filed Feb. 11, 1959 s Sheets-Sheet s w o I R 27 1E g Roberf- L. Sivan ATTORNEYS A ril 7, 1964 R. L. SIVON 7 RAIL ANCHOR DRIVING MACHINES Filed Feb. 11, 1959 9 Sheets-Sheet 8 259 257 n+ fi INVENTOR Roberf L- Sivan BY F 9 15 R ATTORNEYS April 7, 1964 R. SIVON RAIL ANCHOR DRIVING MACHINES 9 Sheets-Sheet 9 Filed Feb. 11, 1959 FM FM RQ NQ INVENTOR Roberf' L.5/'von ATTORNEYS United States Patent 3,127,847 RAIL ANCHOR DRIVING MACHINES Robert L. Sivon, Perry, Ohio, assignor to True Temper Corporation, Cleveland, Ohio, a corporation of (110 Filed Feb. 11, 1959, Ser. No. 792,603 26 Claims. (Cl. 104-2) This invention relates to a machine for driving rail anchors into interlocking engagement with the base flange of one rail of a railroad track. This machine is of the kind having rail type wheels whereby it is adapted to travel upon the track under its own power during the anchor driving operation and is adapted to carry an operator thereupon. The present machine represents improvements over the device disclosed in the co-pending patent application to William L. Pettigrew et 211., Serial No. 699,690, for Rail Anchor Driving Machines and it will be understood that certain features of said present device are common to both said machines.

Both machines are independently, self-propelled frame units provided with rail type wheels. Both machines are hydraulically powered with self-contained power plants for propelling the vehicle and hydraulically driving the rail anchors. In both instances, control means are made readily accessible to the operator for propelling the machine in either direction along the track, for automatically positioning the machine relative to the anchor to be driven, and for actuating the anchor driving mechanism.

Very generally, the improvements of the present device involve improved means for unitarily mounting the anchor driving arm and the rail blocking device. Improvements are also disclosed concerning the seating arrangement for the operator, the suspension of the rail anchor driving mechanism, and the provision of a secondary vertically movable frame for raising the entire anchor driving mechanism. Further improvements in the driving action are present in this embodiment.

It is an object of my invention to provide a rail anchor driving machine which provides substantial improve ments over the above referred to machine.

Another object of my invention is to provide improved driving action in a rail anchor driving mechanism of the type referred to, the drive being controlled for efficient application.

Another object of my invention is to provide a machine of the type set forth which embodies improved mounting and actuating means for the anchor driving mechanism.

Still another object of my invention is to provide improved rail blocking means for a machine of the above type.

Another object of my invention is to provide improved means in conjunction with the improved rail anchor driving mechanism to squeeze the anchor on the rail flanges.

A further object of my invention is to provide improved means for positioning the machine relative to the rail upon which the anchor is to be driven.

Yet another object of my invention is to provide improved means for raising and storing the anchor driving mechanism a safe and desirable distance above the rails for traveling between areas of operation.

Another object of my invention is to provide a more simple control mechanism and a more convenient location for the operator.

Other objects of my invention and the invention itself will become readily apparent from the following description and the appended drawings, in which said drawings:

FIG. 1 is a side elevation of my improved rail anchor driving machine;

FIG. 2 is a perspective view of the driving element of the machine of FIG. 1;

FIG. 3 is a top plan view of the rail anchor driving machine;

3,127,847 Patented Apr. 7, 1964 FIG. 4 is a view taken along the line 4-4 of FIG. 1;

FIG. 5 is a View taken along the line 5-5 of FIG. 4;

FIG. 6 is an enlarged detail of the positioner device shown in FIG. 4;

FIG. 7 is an isolated elevational view of the driver assembly in its uppermost position;

FIG. 8 is a view similar to FIG. 7 showing the driver assembly in a lowered position prior to driving the anchor;

FIG. 9 is a view similar to FIG. 8 showing the driving element as it first contacts the anchor;

FIG. 10 is a view similar to FIGS. 8 and 9 showing the driving element at the full extent of its driving motion;

FIG. 11 is a view similar to FIG. 10 showing the driving element applying an anchor to a different size rail;

FIG. 12 is a view similar to FIG. 4 taken along the line 12-12 of FIG. 11;

FIG. 13 is a view taken along the line 13-13 of FIG. 12;

FIG. 14 is a view taken along the line 14-14 of FIG. 1;

FIG. 15 is a view taken along the line 16-16 of FIG. 14;

FIG. 16 is a view taken along the line 15-15 of FIG. 14;

FIG. 17 is a View taken along the line 17-17 of FIG. 14;

FIG. 18 is a view taken along the line 13-18 of FIG. 3;

FIG. 19 is a view similar to FIG. 14 showing the parts thereof in different relative positions; and

FIG. 20 is a diagrammatic showing of the hydraulic system of my improved rail anchor driving machine.

Referring now to the figures of the drawings, in all of which like parts are designated by like reference characters, at 1 I show the main frame which is rectangular in construction and so positioned relative to the rails R that the longest dimension thereof lies transversely of said rails. The main frame 1 comprises a pair of parallel, interspaced frame members 2 and 3 joined at the ends thereof by a pair of end frame members 4 and 5. The end member 5 projects outwardly beyond the parallel frame members 2 and 3 to provide mounting means for a pair of rail-type wheels 6 and 7. A second pair of wheels indicated at 8 and 9 are mounted for contact with the opposite rail R by means of U-shaped wheel supports 10 and 11 secured to the outer surfaces of the parallel frame members 2 and 3 respectively. The wheel supports 10 and 11 are connected across the inwardly directed ends thereof by means of mounting plates 12 and. 13 to which said wheel supports are welded. The mounting plates 12 and 13 are bolted to the parallel frame members 2 and 3 by means of bolts 14 and 15 respectively. As best shown in FIG. 3, it will be noted that the bolts 14 and 15 extend through the frame members 2 and 3 and are thread fitted at the inwardly directed ends thereof into inner mounting plates 16 and 17 positioned upon the inwardly directed surfaces of said parallel frame members.

From the above description, it will be seen that the rail anchor driving machine of my invention is adapted to travel on a pair of rails in a direction transverse to the lengthwise dimension of said machine. It will be further noted that the frame 1 projects outwardly beyond the rails R at one end thereof adjacent the wheels 8 and 9.

The rail anchor driving machine is adapted to be power driven along the rails R by means of a pair of hydraulic motors 18 and 19 mounted to the wheel supports 10 and 11 respectively and being drivin gly engaged with the wheels 8 and 9. The rail anchor driver mechanism generally indioated at 20 is mounted within the main frame 1 between the power driven wheels 8 and 9 and adjacent the end frame member 4. At the opposite end of the main frame 1 adjacent the end frame member 5 I provide a small gasoline engine E mounted upon an outwardly projecting engine mounting plate 21 which is rigidly secured to said end frame member 5. The engine E is directly connected to a hydraulic pump 22. An operator seat 23 is mounted immediately in front of the engine E whereby an operator seated therein sits facing the rail anchor driving mechanism 20, that end of the machine hereinafter being referred to as e front. Oneither side of the main frame 1 adjacent the operators seat 23 I provide fluid storage tanks 24-4 from which fluid is supplied to the pump 22. Fluid control valves 26 and 27 having suitable control handles 28 and 29 respectively are mounted immediately in front of the operators seat 23 within easy reach of an operator seated therein. By means of said control valves 26 and 27, fluid is directed from the pump 22 to the motors 18 and 19 and to the rail anchor driver mechanism for the actuation thereof in a manner to be herein later fully described.

Referring now primarily to FIGS. 1, 3, and 4, it will be noted that the rail anchor driver mechanism 2d is vertically movably mounted relative to the main frame 1 by means of a secondary frame 36 positioned above said main frame. The secondary frame 30' comprises a pair of parallel, lateral-1y interspaced longitudinal frame members 32 and 33 positioned immediately above the parallel frame members 2 and 3 of the main frame. Said secondary frame is laterally connected at the forward end thereof by means of an end frame member 3 1 which is positioned above the end frame member 4. The longitudinal frame members 32 and 33 terminate at their rearwardly directed ends in the medial region of the main frame 1. It will be understood, therefore, that the secondary frame 30 is generally U-shaped in form and is positioned in a generally vertically aligned position with the front portion of the main frame 1 above said main frame.

The secondary frame '39 is vertically slidably mounted relative to the main frame 1 by means of four downwardly projecting, rectangular guide followers 34 mounted adjacent either end of each of the frame members 32 and 33 and adapted to slid-ably interfit vertically positioned guides 35 welded to the inner faces of the parallel frame members 2 and 3. The guide followers 34 are spaced inwardly from the secondary frame members 32 and 33 by means of U-shaped supports 36 which project inwardly from said frame members. Each of the guide follower supports 36 comprise a pair of inwardly projecting arms 37 connected at the inner ends thereof by means of a yoke 33. The guide followers 34 are vertically disposed and welded at the upper ends thereof within the guide follower supports to the yoke 38. In this way, said guide followers are spaced slightly inwardly from the longitudinal frame members 32 and 33 of the secondary frame, project downwardly therefrom, and are adapted to com, plementarily interfit the guides 35. The arms 37 are of box type construction in crosssection and are provided with inner nut members 37a welded within the laterally outwardly directed ends thereof as shown in FIG. 5. Bolts 44 project through suitable apertures in the secondary frame members 32 and 33 and are thread-fitted at the inner ends thereof within the not members 37a where by the guide follower supports are rigidly fixed to said secondary frame.

Referring now particularly to FIG. 4, the secondary frame 30 is vertically adjustable relative to the main frame 1 by means of preferably four hand screws 39. As shown also in FIG. 13, each of said hand screws is mounted to the secondary frame 39 intermediate a pair of the arms 37 by means of a nut 40 welded within an opening in the upper surface of said secondary frame. Said secondary frame is of a boxstype construction, and the lowermost horizontal wall thereof is cut away to provide an opening 41. The lowermost end of the hand screw 39 is provided with a pivotable cap 42 whereby said hand screw is rota able within said cap when said cap abuts the main frame 1. A look nut 43 is thread-fitted upon said hand screw above the welded nut 44 for locking said hand screw in any adjusted position. It will be readily seen that the secondary frame 3%) can be lowered downwardly into contiguous relationship with the primary frame 1 or adjusted any suitable distance above said frame by means of said hand screws. When the secondary frame 30 is in its lowermost position, the pivot-able cap 42 retracts upwardly within the box-like frame members 3 2 and 33 through the opening 41. When the secondary frame 30 has been adjusted to the desired height relative to the main frame, it is secured in place by means of hinge bolts 45 as well shown in FIGS. 4 and 12. The hinge bolts 45 are pivoted at the lowermost ends thereof intermediate pairs of brack ets 46 which project outwardly from the main frame 1. Immediately above the brackets 46, the secondary frame 39 is provided with outwardly projecting forks 48 into which the hinge bolts 45 are adapted to be pivoted. By means of large wing-type nuts 47 being tightened downwardly upon the forks 48, the secondary frame 30 is rigidly secured in any vertically adjusted position determined by the hand screws 39.

Referring now to FIGS. 3 and 4, the rail anchor driver mechanism 20 is suspended the main frame 1 at a point below the secondary frame 30 by means of a pair of longitudinally disposed shafts 5i) and 51, said shafts being mounted at either end thereof to inwardly directed brackets 53 secured adjacent the lowermost end of the downwardly projecting guide followers 34. As best shown in FIG. 9, the shaft 50 is preferably of tubular construction and is provided with a pair of headless bolt members 54 partially telescoped within the ends of said shaft and fixed thereto in any suitable manner such as by cotter pins 55. It will be understood that the shaft 51 is similarly provided with longitudinally projecting bolt members 5 6. The bolt members 54 and 56 project through suitably aligned openings in the brackets 53 whereby the ends of the shafts 50 and 51 abut said brackets. The ends of said bolts 54-55 which project beyond the brackets 53 in both forward and rearward direct-ions are laterally interconnected by crossheads 57 and 58. The cross-head 57 is suitably apertured at the ends thereof to be telescoped over the forwardly directed bolt members 54 and 56 and is secured in place upon said bolt members by means of nuts 59. The orosshead 58 is similarly mounted upon the rearwardly projecting bolts 5456 and secured in place by nuts 61). The longitudinal shafts 5i) and 5 1 in combination with the crossheads 57 and 58 form a rectangle supported at the four corners thereof by the brackets 53 adjacent the lowermost ends of the downwardly projecting guide followers 34.

The rail anchor driver mechanism 20 comprises a driver arm '79, a cylinder for actuating said driver arm as indicated at 71, a positioner device '72, and a rail block '73 mounted unitarily upon a downwardly open, C-shaped support 74. The entire unit is mounted for floating movement upon the shafts 5%) and 51 by means of a pair of sleeve shafts 62 and 63 respectively telescoped thereover. The sleeve shaft 62 has an internal diameter slightly larger than the shaft 50 upon which it is mounted and is provided adjacent the ends thereof with bushings 62' to form a suitable sliding support between said sleeve shaft and said shaft 50. The forwardly directed portion of the shaft Si) is threaded and adapted to receive an adjusting nut 64 which is interposed between the sleeve shaft 62 and the adjacent bracket 53. The sleeve shaft 62 is biased in the direction of said adjusting nut by means of a substantially heavy coil spring 65 telescoped over the shaft 5% adjacent the opposite end of said sleeve shaft, said spring abutting an adjustable split collar 65 in a rearward direction. The split collar 66 is telescope-d over the shaft 5%) and may be moved toward or away from the sleeve shaft 62 to determine the amount of pressure which will be exerted by the spring 65. Tightening nuts 66 are used to hold the split collar 66 in any desired longitudinal position. It will be understood that the sleeve shaft 63 is similarly mounted upon the shaft 51, said sleeve shaft being biased in a forward direction by means of a coil spring 67 interposed between said sleeve shaft and a split collar 69. The forward end of a shaft 51 is threaded and provided with an adjusting nut 63 similar to the adjusting nut 64 on the shaft 50.

Referring now to FIG. 14, the C-shaped support 74 is suspended between and beneath the sleeve shaft 62 and 63 by means of a pair of complementary support brackets 81) and 80. The support brackets 80 and 80 are provided with downwardly directed plates 81 and 81 reinforced by means of triangular web portions 82 and 82. As well shown in FIG. 7 and FIG. 14, the plates 81 and 81' extend forwardly and rearwardly beyond the brackets 80-80 and are provided at their forward end with upwardly projecting, laterally oppositely offset arms 83-83. The cylinder support brackets 80-80, the plates 81- 81, and the web portions 82-32 are respectively welded together to form separate units. The C-shaped support '74 is interposed between the plates 81-31 and secured therebetween by means of bolts 84.

Again referring to FIG. 14, a pair of piston rods 90 and 91 are mounted in vertically upright positions intermediate the ends of the sleeve shafts 62 and 63 by means of integral bosses 76 and "77 respectively. These piston rods extend upwardly a substantial distance and are provided at an intermediate portion with integral pistons 92 and 93. A pair of lift cylinders 94 and 95 are mounted upon the piston rods 9d and 91 respectively whereby the pistons 92. and 93 are contained within said lift cylinders. The lift cylinders 94 and 95 are sealed upon the piston rods 96 and 91 respectively at the ends thereof by means of caps 96-97 and 93-99. The caps 96 and 98 are secured to the uppermost ends of the lift cylinders 94 and 95 respectively, and the caps 97 and 99 are mounted to the lowermost ends of said cylinders. The outwardly projecting ends of the cylinder support brackets 80 and 80 are apertured at 80a and 80a and telescoped upwardly over downwardly projecting reduced portions 97a and 9% respectively of the caps 97 and 98. The support brackets 81? and 80' are welded to the caps 97 and 99 and thereby rigidly fixed to the lowermost ends of the lift cylinders 94 and 95.

From the foregoing description it will be understood that the piston rods 90 and 91 ans vertically fixed relative to the sleeve shafts 62 and 63, and it is, therefore, the lift cylinders 94 and 95 which ordinarily move when said cylinders are actuated. It will also be noted that the rail anchor driver mechanism generally indicated by the figure 26 moves vertically with the lift cylinders 94 and 95. As illustrated in FIG. 4, it will be noted that the uppermost ends of the piston rods 90 and 91 are laterally rigidly joined by means of a crosshead 100 secured respectively thereto by means of nuts 90' and 91'.

Referring now to FIGS. 1, 7-11, and 18, the C-shaped support 74 provides two downwardly directed arms 85 and 86 horizontally disposed on either side of the adjacent rail R. The arm 85 is directed forwardly of the rail and the arm $6 is directed rearwardly thereof. The arm 86 provides journal means for the driver 101 as shown in detail in FIG. 2. Said driver comprises the recited driver arms 70 which are pivoted to the arm 86 adjacent their lowermost ends by means of a pin or shaft 102. The driver arms 70 are also united at the lowermost ends thereof by means of a driver foot 103 which is interposed between said arms 71) below the pin 102 and welded to said arms. The uppermost ends of the arms 70 are pivoted to the outermost end of a piston rod 104 of the driving cylinder '71 by means of a pivot pin 105. The driver cylinder 71 is provided with trunnions 106 where by it is pivoted to the arms 83-83 of the plates 81- 81. The driver foot 193 is provided with a shoe 107 on its generally forwardly directed face, said shoe being preferably made of hardened steel for contacting the rail anchor during the driving thereof.

The arm 85 of the C-shaped support 74 provides mounting means for the rail block 73. Said rail block is detailed in FIGS. 14 and 15 and comprises a pair of rail block bars 110-110 vertically slidably mounted within rail block housings 111 and 111, said housings extending laterally from either side of the arm adjacent the downwardly directed end thereof. The housings 111- 111 as shown in FIG. 15 are generally rectangular and comprise forward wall portions 112-112 and rearward wall portions 113-113. The walls 112 and 113 are connected at the outer ends thereof by a side wall 114, and the walls 112 and 113 are similarly connected by a side wall 114. The resulting construction affords a pair of vertically disposed slideways or housings into which the rail block bars -110 are fitted. The forward and rearward walls 112-112 and 113-113 are provided with aligned slots 115-115 and 116-116 respectively. A pair of pins 117 and 117' are respectively mounted through the rail block bars 116-110 whereby the ends of said pins project outwardly from said bars into the slots 115-115 and 116-116. It will be readily seen that the vertical motion of the rail block bars 11ti-11d is confined within upper and lower limits by means of the pins 117-117 riding in said slots. As well shown in FIGS. 1 and 7-11, the lowermost edges of the rail block bars 110-110 are rearwardly notched as indicated at 118-118. Said notches are adapted to engage one flange of the rail R opposite the rail anchor when the rail anchor driver mechanism is in its lowermost position as will be herein later more fully described.

By referring to FIGS. 7 and 8, it will be noted that the drive cylinder 71 is ordinarily disposed in a generally horizontal plane. The tilt of said cylinder is very slight as can be noted by referring to FIG. 10 in which the driver 101 is shown in its driving position. The driver cylinder 71 is, therefore, applying force to the driver arm 70 in one direction, said force being applied to the driver foot in an opposite direction to drive the anchor A upon the base flange of the rail R.

It will also be noted that the driver arms 70 are longer than the downwardly directed foot portion 103 whereby motion communicated to said arms results in less distance covered by the driver foot 103. Also it will be noted that since the entire driving and rail blocking mechanism is slidably mounted upon the shafts 50 and 51, the entire unit can center itself perfectly relative to the rail R. This results in a pincer like movement of the driver and rail block which tends to squeeze the anchor into place upon the base flange rather than causing said anchor to be driven by means of a blow or sudden application of force. This arrangement has been found to provide improved control over the driving of rail anchors and is particularly helpful in preventing over-drive of the anchor. The driving force is in effect applied in a single plane from opposite directions Whereby the alignment and position of the rail R is undisturbed during the driving operation. Since the entire driving apparatus is automatically self-centering, and since the back-up part of the device represented by the rail block 73 is unitarily mounted with the driver 101, none of the reacting forces to the driving movement are transferred to the frame members of the machine, and any tendency of the machine to shift relative to the rail R is thereby prevented.

Referring now particularly to FIGS. 4, 6-8, and 12, the sleeve shafts 62 and 63 are provided with downwardly directed, welded bearings 12?. and 123 respectively adapted to mount a transversely disposed positioner shaft 120. The positioner shaft is provided at the ends thereof with diametrically reduced journals 124 and 125 by which said shaft is pivotally mounted within the bearings 122 and 123. Centrally of the positioner shaft 120 there is provided a radially projecting clevis 126 which provides mounting means for a pivoted positioner 127. The axis about which the positioner 127 pivots is dis posed at right angles to the axis of the positioner shaft 120 and said positioner is, therefore, pivotable either upon the clevis 126 by means of a pin 126' or about the axis of the positioner shaft 120 journaled in the bearings 122 and 123. The positioner 127 pivots about the axis of the positioner shaft 120 from an uppermost position as shown in FIG. 7 to a lowermost, generally downwardly directed position, as shown in FIG. 8. The transverse movement of the positioner 127 as it pivots upon the clevis 126 is shown by means of the full and dotted line positions illustrated in FIG. 6.

Said positioner is generally T-shaped in formation having oppositely, transversely extending arms 128 and 129. The uppermost edges of the arms 128 and 129, as seen in FIG. 6, converge slightly in an upward direction, and said positioner is pivoted upon the pin 126' intermediate the ends of said arms. The body or stem portion of the positioner designated 130 projects radially from the pivot pin 126' and is provided with a generally triangular enlarged portion at the lowermost end thereof as indicated at 131.

Diametrically opposite the positioner 127, the positioner shaft 120 is provided with a pair of shock absorbers 134-134'. Said shock absorbers are longitudinally spaced upon said positioner shaft upon either side of the olevis 126 adjacent the outermost ends of the positioner arms 123 and 129 respectively. Said shock absorbers are identical in construction and it will be understood that the numerals designating the parts of the shock absorber 134 apply also to the shock absorber 134' except that in the latter case said numerals are primed.

The shock absorber 134 comprises a tubular housing 135 thread fitted within a recess 12% of the positioner shaft 120. Said housing contains a piston 136 adjacent the innermost end thereof, said piston having an axially extending piston rod 137 which projects through an aperture 12% in the direction of the arm 128. The piston 136 is biased in the direction of the arm 128 by means of a heavy coil spring 138 which is maintained under compression within the tubular housing 135 by means of a thread fitted ccp 139 on the outermost end of said housing. The shock absorber 134', as shown in FIG. 6 is provided with a housing 135, a cap 139, and a radially outwardly projecting piston rod 137'.

When the positioner 127 is pivoted to the position shown in full line in FIG. 6, the arm 128 abuts the .piston rod 137, and when said positioner pivots to the position shown in dotted line, the arm 129 abuts the outermost end of the piston rod 137'.

The positioner 127 is pivoted from the position shown in FIG. 7 to that shown in FIG. 8 by means of a foot pedal 14$) mounted upon the uppermost end of an L- .shaped pedal arm 141, the lowermost and rearwardly directed end of said pedal arm being pivoted by means .of a bracket 142 welded or otherwise suitably mounted to the crosshead 58. A rod 143 is pivoted at one end thereof adjacent the pedal 140 as indicated at 144 and at the other end thereof to a radially projecting bracket 145 projecting outwardly from the positioner shaft 120 (FIG. 6). As Well shown in FIG. 3, the foot pedal 140 is properly spaced for operation by an operator seated in the operators seat 23. By pressing said foot pedal, the positioner 127 is pivotable from its uppermost to its lowermost position. To return said positioner from the lowermost to the uppermost position, there is provided a coil spring 146 fastened at one end thereof to the pivot 145, the other end of said spring being fastened to a metal strap 147 secured to the bracket 142 of the crosshead 58.

Referring now particularly to FIGS. 3 and 20, it will be understood that the rail anchor driving machine of my invention is operable by an operator seated upon the machine at the seat 23 whereby said operator has easy access to the foot pedal 140 and the handles 28 and 29 of the valves 26 and 27 respectively. Said valves 26 and 27 are interconnected by means of a short line 150. The valve 26 is adapted to direct fluid to actuate the rail anchor driver mechanism 2t), and the valve 27 is adapted to direct the fluid through the hydraulic motors 1S and 19 to propel the rail anchor driving machine along the tracks. As well shown in FIG. 20, the valve 26 is connected to the tank 25 by means of a hydraulic line .151. The valve 27 is connected to the pump 22 by means of a line 152, and said pump is connected to the tank 24 by means of a hydraulic line 153. The tanks 24 and 25 are transversely connected by means of a plurality of conduits 154, said conduits crossing under the seat 23 and being provided with a plurality of axially interspaced, heat radiating fins 155. During the rail anchor driving operations .and the propelling of the machine, the fluid in the lines generates a considerable amount of heat. It will be noted that the conduits 154 between the :tanks 24 and 25 are positioned in series with the pump 22 and the valves 26 and 27 whereby fluid which is exhausted :into the tank .25 .must pass :through :said conduits into the tank 24 before again entering the pump 22. During passage from the tank 25 to the tank 24, the heat from the fluid is given up to the conduits 154 and the fins 155 thereby reducing the temperature of said fluid to a safe operating level.

When both of the valves 26 and 27 are in a neutral position with the handles 28 and 29 thereof in a vertical position, fluid is drawn from the tank 24 through the line 153 by the pump 22 and from there directed to the valve 27 by means of a line 152. Fluid thus entering said valve 27 passes across to valve 26 by means of the short line 15% and is exhausted into the tank 25 by means of the line 151. Fluid from the tank 25 then passes across to the tank 24 through the conduit 154 as hereinbefore described.

The valve 27 is adapted to direct fluid to the motors 18 and 19. Two lines interconnect said motors in series fashion, the line 156 and the line 157. A line 158 from .the valve 27 interconnects at a medial portion the line 156'; a line 159 extends from said valve and interconnects at a medial portion the line 157.

To propel the rail anchor driving machine along the tracks, the handle 29 of the valve 27 is pushed either away from or toward the operator seated upon the seat 23. To move the machine to his right, the operator piv ots the handle 29 away from him. This causes fluid which is entering the valve 27 by means of the line 152 to be directed through the line 153 into the line 155. Fluid entering the line 156 divides and continues in equal amounts under equal pressure to the motors 1S and 9 to propel the machine. Fluid is exhausted from said motors by means of the line 15 7 whereby it re-enters the valve 27 through the line 159, crosses through the valve 26 by means of the line 15%, and re-enters the tank 25 by means of a line 151. To reverse the direction of the rail anchor driving machine, the operator moves the handle 29 toward him whereby the preceding flow of fluid is reversed in the lines 1156-158 and 157-4159 and the motors 18 and 19 are caused to operate in the opposite direction.

To provide a high speed for the rail anchor driving machine, the lines 156 and .157 are provided with shutoff valves 155a and 157a adjacent one of the motors 18. By shutting off fluid to one of the motors, all of said fluid is directed to the opposite motor which is consequently caused to run at approximately twice its normal speed. The high speed operation is adapted to be used when the rail anchor driving machine is to be transported a substantial distance along the rails from one point of operation to another. The low speed operation is adapted for use when the machine is being used to drive rail anchors upon the rails R. Both high and low speed operation are actuated in the same way as herein before described by means of the handle 29 of the valve 27.

The control valve .26 directs fluid to both the lift cylinders 94 and and the driver cylinder 71 whereby the rail anchor driver mechanism 20 is moved from the uppermost position as shown in FIG. 7 to the lowermost position as shown in FIG. 8 and whereby the driver 101 is moved from the position shown in FIG. 3 to that shown in FIG. 10. A counter balance or sequence valve 169 is interposed in the fluid path which leads from the control valve 26 to the driver cylinder 7 1, and a pilot check valve 161 is interposed in the fluid path leading from said control valve 26 to the lift 94 and 95. Line 162 connects the control valve 26 with the pilot check valve 161. Line 163 connects said pilot check valve to the uppermost ends of the lift cylinders 94 and 95 by means of a line 164- vvhich laterally interconnects said lift cylinders. A line 165 interconnects the control valve 26 to the pilot check valve 161 at a point intermediate the connections of the lines 162 and 163. The lowermost ends of the lift cylinders 94 and 95 are interconnected by means of a line 166, said line 166- being connected to the line 162 by means of a line 167. The sequence valve 16% is interposed between the lines 167 and the driver cylinder '71. Said sequence valve is connected to the line 167 by a line :168 and to the driver cylinder 71 by means of a line 169.

The arrangement as set forth above is so designed as to cause the driver mechanism 20 to be lowered to the position as shown in FIG. 8 before the driver cylinder 71 is actuated to drive the anchor by means of the driver 1. When the control handle 28 of the control valve 26 is moved forwardly or away from the operator, fluid which is entering the valve 26 from the pump 22 by means of the line 152 and 159 is directed through the line 162 to the pilot check valve 161 and simultaneously through the line 167 and the line 166 to the lowermost end of the lift cylinders 94 and 95. =Fluid also branches off through the line 163 to the sequence valve 169. It will be noted that where the fluid from the line 168 enters the sequence valve 160, it is directed upwardly through a small aperture 171 which interconnects two parallel, cylindrical bores 1'72 and $173. The bore 173 is provided with a pressure responsive, piston-type valve 174 which inhibits the flow of the fluid through the bore 173 until a predetermined pressure has been achieved. In this way, fluid is temporarily stopped from reaching the driver cylinder 71 whereas it continues unrestrained into the lift cylinders 94 and 95.

The pilot check valve 161 is provided with a cylindrical bore 18% extending therethrough and capped at either end thereof by means of thread fitted plugs 181 and 182. Coaxial bores 183 and 134, the axes of which are parallel to the bore 18%, are provided at either end of said check valve. The bores 183 and 184 terminate a short distance within the pilot check valve and a perpendicularly disposed bore 185 is provided therebetween. The bore 185 interconnects the bore 180 as do the bores 183 and 184. Fluid enters the pilot check valve 161 from the line 162 and crosses over to the bore 189 behind a piston 186 which is adapted to unseat a ball check valve 187. When fluid from the line 167 enters the cylinders 94 and 95 below the pistons 92 and 93 of the piston rods 90 and 91 respectively, said lift cylinders 94 and 95 are caused to move downwardly during which time fluid above the pistons 92 and 93 is exhausted through the line 164 and the line 163 back to the check valve 161. The line 163 enters the check valve at the bore 182, passes over to the cylindrical bore 186, passes the unseated ball check valve 187, and is exhausted through the bore 185 and the line 165 to the control valve 26. From said control valve 26 the fluid is further exhausted through the line 151 into the tank 25. When the lift cylinders 94 and 95 have reached their lowermost position, pressure builds up in the sequence valve 166 thereby unseating the pressure responsive valve 174 and allowing said fluid to pass through the bore 173 to the line 169 to actuate the driver cylinder 71.

The reverse the operation just explained, the control handle of the control valve 26 is pulled backwardly 1th from its central or neutral position. This causes fluid to be directed from the valve 26 through the line to the pilot check valve 161 and through the line 1'76 into the driver cylinder 71. "Fluid entering said driver cylinder retracts the driver 16:1 and fluid is exhausted from said cylinder through the line 169 to the sequence valve 161). Fluid there enters the cylindrical bore 173 and passes across to the bore 172 by unseating a check valve 1753 thereby bypassing the pressure responsive valve 174. Said exhausted fluid then flows through the line 163 into what has now become the return line 167 and on to the line 162 where it is returned to the control valve 26. Fluid which enters the pilot check valve at the bore passes across to the cylindrical bore 135*, unseats the ball check valve 187, and passes through the line 163 to the line 164 to enter the lift cylinders 94 and 95 above the pistons 92 and 93. Said lift cylinders are thereby caused to move upwardly to return the rail anchor driver mechanism 29 to its uppermost position as shown in FIG. 7. Exhausting fluid from beneath the pistons 92 and 93 is exhausted through the line 166 and into the exhausting line 167.

The rail anchor driving machine of my invention is adapted to drive or press pre-positioned rail anchors upon a rail, and it is also adapted to position itself relative to said anchor prior to the driving operation. The prepositioned anchors A are placed upon the lowermost rail flange in a manner shown in FIG. 8 adjacent a rail tie as well illustrated in FIG. 4. The operator of the machine presses the foot pedal 14!) thereby lowering the positioner 127 from the position as shown in FIG. 7 to that shown in FIG. 8. The lowermost enlarged portion 131 of the positioner 127 is then positioned in line with the anchor A. The operator approaches the anchor A from the direction opposite the rail tie T whereby the downwardly projecting positioner 127 abuts said anchor as the center of the machine passes thereover. As shown in FIGS. 4, 6, and 12, this causes the positioner 127 to pivot about the pin 126 whereby the arm 12% abuts the downwardly directed piston rod 137 of the shock absorber 139. Said piston rod and the piston 1136 thereby retract against the spring 138 and absorb the shock of the sudden stopping of the anchor driving machine. The hydraulic motors 18 and 19 continue their driving effort whereby the positioner 127 maintains tight engagement against the anchor A and holds it pressed against the tie T. The driver 101 is now perfectly aligned with the anchor A whereby it may drive the same. The driving operation previously explained is then begun. The handle 126 is pressed forwardly, the rail anchor driver mechanism 20 is lowered from the position of FIG. 7 to that of FIG. 8, the rail block bars engage the opposite side of the rail flange, the driver cylinder 71 is actuated, and the driver 101 is pivoted through a continuous movement represented by FIGS. 8, 9, and 10 to drive the rail anchor firmly upon the rail R.

To assure that the anchor driving mechanism 29 and the positioner 127 are laterally positioned relative to the adjacent rail in the proper manner, it is desirable that the entire rail anchor driving machine maintain a relatively constant position in relation to said rail. A certain amount of lateral shift of the entire machine is ordinarily possible due to the normal play between the rails and the flanged wheels which may increase with wear. Therefore, rail gauges 230 are provided for the purpose of maintaining the driving wheels 8 and 9 in close, constant, lateral relationship to said rail with the wheel flanges contacting the inner surfaces of the rail head.

Referring now to FIGS. 1, 3, and 18, the rail gauges 239 are mounted upon the wheel support frames 10 and 11 intermediate the wheels 8 and 9 and the parallel frame member 2 and 3. Each rail gauge comprises a U-shaped base 231 adapted to nestingly 'flt downwardly over one of the forwardly disposed legs 1tE-a11a of the wheel supports 11) and 11. Two interspaced, vertically disposed, generally triangular plates 232 are welded to the uppermost surface of the base 231 whereby the wider part of 239 directed oppositely from said foot.

the triangles are cantilevered forwardly beyond said legs a--11a and whereby one lowermost edge of said plates is horizontally disposed. The plates 232 are each provided with three apertures 233, 234, and 235. The apertures 233 and 234 are longitudinally interspaced adjacent the lowermost edge of the triangle and the aperture 235 is positioned upwardly therefrom as shown in FIG. 1.

Each pair of plates 232 provides mounting means for a gauge Wheel assembly comprising a generally L-shaped support 236 having a stem 236a and a right angularly disposed foot 23622. The foot 236b is pivoted at the end thereof adjacent the stem upon a pin 237 mounted in the rearwardly disposed apertures 234 of the plates 232. The opposite or toe end of the foot is apertured at 238. The apertures 233-234235 of the plates 232 are so arranged that when the L-shaped support 236 is pivoted about the axis of the pin 237, the aperture 238 of the foot 23Gb can be optionally aligned with either the upper most aperture 235 of the forwardly disposed aperture 233.

The stem 236 is provided at the end thereof opposite said foot with a right angularly disposed adjusting sleeve An adjusting bolt 244 having a knurled handle 240a projects transversely through the end of the stem 236a and is threadfltted into the adjusting sleeve 239. A portion of said adjusting bolt extends beyond said sleeve and has rotatably mounted thereupon a gauge wheel 241. As shown in FIG. 18, the bolt 240 projects generally upwardly a substantial distance from the stern 236a and is provided with a lock nut 242 adapted to be tightened against said stem.

The gauge wheel assembly is adapted to be pivoted between a lowermost position as shown in FIG. 1 to an uppermost position as shown in FIG. 18. In the lower position it is locked in place by a removable locking pin 24-3 which passes through the aperture 238 and engages the aligned apertures 233; in the upper position, said locking pin 243 engages the apertures 235 in the manner shown in FIG. 18.

When in its lower position, the gauge wheel 241 abuts the outer face of the rail head to maintain the adjacent driving wheel in close lateral contact with the rail. By loosening the adjusting nut 242 and rotating the handle 249a, said gauge wheel may be moved toward or away from the rail head to accommodate for any size rail. It will be understood, therefore, that the gauge wheels are as opposite flanges for the driving Wheels 8 and 9 and serve to maintain the forward end of the rail anchor driving machine in a constant relation to the adjacent rail.

The primary purpose of the gauge wheel assembly is to maintain the rail anchor driving machine exactly at right angles to the direction of the rails. The rail anchor driving mechanism is fixedly aligned and parallel with the longitudinal dimension of said machine. To maintain said driver mechanism in a constant, 90 angle relative to the adjacent rail, it is necessary that the entire machine also be maintained in this relationship. The importance of this will be understood when it is realized that the efliciency of the driver mechanism depends upon the shoe m7 of the driver foot 103 contacting the anchor to be driven in perfect alignment therewith. By adjusting the gauge wheels against the outer edges of the rail, the drive wheels 8 and 9 can be maintained in perfect alignment upon said rail and, therefore, the entire machine will also be perfectly aligned. The adjusting feature of the gauge wheel makes it readily adaptable to any variations in rail size. Perfect alignment of the driver mechanism 29 with the anchor to be driven is thereby insured.

It will be noted in FIG. 8 that the rail block bars 110 and 114) do not completely horizontally abut the flange .of the rail when they are first lowered into position. As

the driver 1101 applies increasing pressure to the anchor A, the entire rail anchor driving mechanism 2% is enabled to shift from the position of FIG. 8 to that shown in FIGS. 9 and 10 against the spring 65 by means of the slidable sleeve shaft 62 and 63. Thus, it will be seen that the rail anchor driving mechanism 20 is mounted upon a longitudinally slidable carriage comprising the sleeve shafts 62 and 63 and is self-centering relative to the rail R against the bias of the spring 65. In this way, the rail block 73 may be lowered whereby the vertical face of the notch 118 is spaced slightly outwardly from the normal edge surface of the base flange of the rail R. This eliminates the possibility that the most downwardly directed edge a-110a strike the rail base first thereby preventing engagement of the notch 118'.

As best shown in FIG. 14, it will be noted that the rail block bars 110-110 operate independently of each other whereby even if one of said rail block bars is prevented by an obstruction from engaging the rail base flange, the other of said rail block bars will engage said flange. Such an obstruction might be, for example, a tie plate as shown at 78 in FIG. 14. If said tie plate is located close to the area of operation, it is quite possible that said tie plate would interfere with the proper functioning of the rail block device 73. However, one of the rail block bars 110110' is suflicient to back up the driver 101 in its driving operation, and because of the location of said tie plates upon said tie, at least one of said rail block bars will be positioned beyond the edge of the tie T. If the rail anchor driving machine is approaching the tie in the direction of the arrow shown in FIG. 14, the rail block bar 11% will rest upon the tie plate 78, and the rail block bar 110 will engage the base flange of the rail R. It will be clearly seen that when the rail anchor driving machine approaches the tie from the opposite direction, the rail block bar 110 will engage the base flange of the rail, and the rail block bar 110 will rest upon the tie plate 78.

It will be also understood by referring to FIG. 6 that the positioner 127 is equally effective regardless of the direction of approach of the rail anchor driving machine to the anchor A. Said positioner can pivot in either direction as shown by the full and dotted lines of FIG. 6 to abut either the piston rod 137 or 137' of the shock absorbers 139 or 139' respectively. In either case, the shock of the sudden stopping of the machine is absorbed by said shock absorbers and the positioner 127 holds the machine in the proper position whereby the rail anchor driving mechanism 20 can drive the anchor.

After the anchor has been driven, the driving sequence as herein before described is reversed. The piston rod 194 of the driver cylinder '71 retracts the driver 191, the springs 6567 return the sleeve shafts 62-63 to the position whereby they abut the adjusting nuts 64-63, and the lift cylinders 9495' raise the entire rail anchor driv ing mechanism 20 to its uppermost position.

FIGS. 11 and 12 show the rail anchor driving mechanism 20 driving an anchor upon a rail which is of relatively smaller dimension than that shown in FIGS. 7-10. When the rail anchor driving machine of my invention is used on such relatively smaller rails, here designated r, it is necessary that the entire rail anchor driving mechanism 20 be raised and fixed to operate in a higher position. This is due to the fact that when said rail anchor driving mechanism is in its lowermost position, the rail driver 191 and particularly the rail anchor shoe 1W7 must be properly poistioned to abut the anchor at to drive the same upon the rail. The smaller rail 1' has a lesser vertical dimension than the larger rails R, and without some vertical adjustment of the anchor driving mechanism, the driver 101 and the rail block 73 would be positioned too low to function properly relative to said smaller rail. The adjustment of the rail anchor driving mechanism 24} is made by raising the secondary frame 30 to a height whereby the driver 1.01 and the rail block '73 are positioned relative to the base flange of the rail r to contact the anchor a and drive the same in the manner pre- 192-193 of the toothed members 190-191.

viously described for the relatively larger rail R. The adjustment for the secondary frame 30 is made by means of the hand screw 39 as previously described. Once the proper height has been attained, the hinge bolts 45 are seated between the forks 43 and tightened by means of the large wing-type nuts 47 to maintain the desired vertical adjustment.

In the present application I have illustrated rails of two different sizes and hei hts, but it will be understood that the rail anchor driving machine of my invention can be adaptedto rails of any height. Once the secondary frame 30 is securely fixed in the desired vertical position, no further adjustment is necessmy as long as the machine is used on the same size rails. Adjustment need be made only when switching the machine from one size rail to another.

It is not infrequently necessary or desirable that a machine of the present type be propelled along relatively long stretches of rail between one place of work and another. For so traveling, it is desirable that the entire rail anchor driving mechanism 20 and its supporting shafts 50 and 51 be raised or retracted above the lowermost surface of the main frame 1. This prevents any part of the mechanism, such as the positioner 127 or the sleeve shafts 62 and 63 from striking anything which may be associated with the rails such as a signaling device or the like. The mechanism for raising the secondary frame 30 and its associated parts is well illustrated in FIGS. 14 and 16-19. As shown in FIG. 14, the outermost ends of the cylinder support brackets 80-80 which project beyond the piston rods 90 and 91 are provided with toothed members 190 and 191 respectively. The toothed member 190 is provided with a pair of teeth 192, said teeth being formed with downwardly slanting upper surfaces and horizontal lower surfaces after the fashion of ratchet teeth. The toothed member 191 is similarly provided with a pair of teeth 193.

The main frame 1 is provided with a pair of pivoted racks 194 and 195. The rack 194 is pivoted to the inner surface of the parallel frame member 2 by means of a bracket 196 and a pin 197, and the rack 195 is similarly mounted to the parallel frame member 3 by means of a bracket 198 and a pin 199. A flat, inwardly curved leaf spring 200 is interposed between the parallel frame memher 2 and the bracket 196, said spring 200 being adapted to abut the upwardly projecting rack 194 and bias the same inwardly in the direction of the center of the machine. A flat leaf spring 201 is similarly mounted between the frame member 3 and the bracket 198 to bias the rack 195 inwardly toward the center line of the machine. The upper portions of the racks 194-195 are provided with inwardly directed teeth 202 and 203 respectively, said rack teeth adapted to complementarily interfit the teeth The teeth 202-203 are beleved oppositely from the teeth 192-193 whereby said teeth will slip with a ratchet like effect during relative motion of the parts in one vertical direction, but whereby said teeth will firmly resist relative motion of said parts in the opposite direction.

The lowermost ends of the racks 194-195 project downwardly below the pins 197-199 and are provided with downwardly projecting, outwardly offset lever portions 204 and 205 respectively. As shown in FIGS. 16 and 17, the brackets 196 and 198 are provided with enlarged base plates 206 and 207 to which are mounted a pair of slide bars 208 and 209 respectively. The slide bars 208-209 are slidably mounted upon the base plates 206-207 by means of headed bolts 210 and 211 thread fitted within said base plates respectively and projecting through elongated slots 212 and 213. The slide bars 208-209 are adapted to slide behind the lever portions 204-205 respectively whereby the racks 194-195 are maintained in an outwardly pivoted position as shown in FIG. 14. In this position, the toothed members 190 and 191 do not engage the racks 194-195, and the entire rail anchor driver assembly is free to move upwardly and t d downwardly relative to the piston rods and 91 and the pistons 92 and 93 during the rail anchor driving operations as herein previously described.

To raise the rail anchor driving mechanism 20 to the position whereby all of the parts thereof are retracted upwardly above the main frame 1, the anchor driving mechanism 20 is first lowered to its lowermost driving position as shown in FIG. 14 whereby the pistons 92-93 are positioned in the uppermost ends of the: lift cylinders 94-95 respectively. The slide bars 209-209 are then retracted from behind the lever portions 204-205 of the racks 194-195 whereby said racks are free to pivot inwardly toward the center line of the machine in response to the urging of the flat leaf springs 200-201 until said lever portions contact the base plates 206-207. In this position, the teeth 202-203 of said racks are adapted to engage the teeth 192-193 of the toothed members -191. The anchor driving mechanism is then raised to its normal uppermost position, as shown in FIG. 19 during which time the toothed members 190- 191 will slide over the teeth 202-203 until said toothed members and the racks 194-195 are engaged as illustrated. The rail anchor driving mechanism 20 is then prevented from moving downwardly because of the horizontal surfaces of both sets of teeth being in fiat abutting engagement. The hinge bolts 45 are then loosened and disengaged from the forks 48 whereby the secondary frame 30 is free to move upwardly. The control lever 28 is then pushed forwardly as it would be in a normal rail anchor driving operation. Since it is now impossible for the rail anchor driving mechanism to move downwardly relative to the pistons 92-93 and the piston rods 90-91, said pistons and piston rods are forced to move upwardly relative to the cylinders 94-95. In other words, in normal operation the piston rods are firmly fixed through the shafts 50-51 and the secondary frame 30 whereby the cylinders must move relativeto the piston rods; in this latter operation, the cylinders are rigidly fixed against downward movement at one position by means of the racks 194-195 and the piston rods and pistons are thereby caused to move in an upward direc* tion. The rail anchor driving mechanism is then positioned whereby all of the parts thereof are retracted upwardly above the lowermost edges of the main frame 1.

Referring now to FIGS. 3, 18, and 19, the secondary frame 30 is provided with preferably four pivoted support bars 220 adapted to pivot downwardly to rest upon the main frame 1 to hold said secondary frame in the above described raised position. Said support bars are pivoted upon bolts 221 which project through said bars and the side frame members 32 and 33 and are provided at their outermost ends With coil springs 222, washers 223, and nuts 224. When the nut 224 is tightened, the bars 220 are resiliently held against the inner faces of the secondary frame 30 by means of the spring 222 and so frictionally engage said face that they will maintain any position to which they are pivoted. In normal operation, the support bars are positioned parallel with the side frame members 32 and 33. For supporting said secondary frame in its raised position, they are pivoted to a vertically downward position as shown in FIG. 18 whereby the lowermost ends of said bars rest on top of the main frame side members 243. Since the secondary frame 30 has relatively smaller beams than the main frame and since their outer lateral faces are vertically aligned, the support bars will rest just inside the inner faces of the main frame.

From the foregoing, it will be understood that the rail anchor driving mechanism of my invention is a self-propelled, rail-type vehicle adapted to drive rail anchors upon a rail and also adapted to carry the operator of the vehicle. Said machine is capable of traveling in either direction along the rail by means of a pair of hydraulic motors attached to two of the wheels at either of two selected speeds, a relatively slow speed for working conditions and a relatively higher speed for mere traveling. The anchor driving mechanism itself is vertically adjustable for diiferent size rails by means of the vertical adjustment of the secondary frame 3% which said rail anchor driving mechanism is adapted to move unitarily with. Said rail anchor driving mechanism moves vertically between two extreme positions in response to movement of a single control lever whereby it may be moved from an uppermost position to a lowermost position to engage a rail anchor and drive the same upon the rail. It will also be understood that the actuation of the lift cylinder and the drive cylinder is sequential whereby the driving motion does not take place until after the driver and rail blocks have been lowered into position. The entire secondary frame and all associated parts may be disconnected from the main frame and raised to a third, extreme uppermost position by means of the racks 194195 and the lift cylinders themselves.

It will be understood that many departures from the details of my invention as it is herein described and illustrated may be made without, however, departing from the spirit thereof or the scope of the appended claims.

What I claim is:

1. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail said driving machine movably positioned and supported upon a railroad track, an anchor driver mounted upon said machine, rail blocking means mounted upon said machine, means associated with said anchor driver whereby said driver may drive a rail anchor upon said base flange from one side of said rail and said rail blocking device will engage said base flange at the opposite side thereof during the driving of said rail anchor whereby the forces exerted by said anchor driver and said blocking device are directed toward each other.

2. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail, comprising a support member mounted upon said machine and positioned with the ends thereof on either side of said rail, one end of said support member having an anchor driver mounted thereupon, the other end of said support member having rail blocking means mounted thereupon, means for actuating said anchor driver to drive a prepositioned rail anchor upon said base flange from one side of said rail, said rail blocking device engaging said base flange at an opposite side thereof during the driving of said rail anchor whereby the forces exerted by said anchor driver and said blocking device are directed toward each other.

3. In a rail anchor driving machine for driving a rail anchor upon the base flange of a rail, a support disposed laterally of said rail, said support having end portions disposed on either side of said rail, one of said end por- 'tions having a driver pivoted thereto at a medial point on said driver, the opposite end of said support having the rail engaging device mounted thereon, a hydraulic cylinder mounted horizontally upon said support, said cylinder having a reciprocating piston rod pivoted to the uppermost end of said driver, said cylinder actuable to pivot the uppermost end of said driver in one direction thereby causing the lowermost end of said driver to pivot in the opposite direction, said lowermost end of said driver adapted to pivot into contact with the rail anchor to drive the same upon said base flange of said rail, said rail engaging device adapted to engage said base flange from an opposite direction to provide a reactive force to the driving power exerted by said driver.

4. A device as set forth in claim 3 wherein the recited support is mounted upon a slidable carriage whereby it can shiftlaterally of said rail to firmly seat said rail engaging means against the base flange of said rail.

5. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail, said machine movably positioned and supported upon a railroad track, said machine having a support member mounted thereon, said member positioned with the ends thereof on either side of said rail, one end of said support member having an anchor driver mounted thereupon, the other end of said support member having rail blocking means mounted thereupon, said anchor driver to drive a rail anchor upon said base flange from one side of said rail and means causing said rail blocking device to engage said base flange at the opposite side thereof during the driving of said rail anchor, said support member vertically movably mounted upon a frame whereby said anchor driver and said rail blocking means are optionally movable from a lower driving position to an upper nondriving position.

6. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail comprising a curved support member for unitarily mounting an anchor driver and a rail blocking device, said support being curved downwardly whereby the ends thereof are positioned on either side of said rail, said anchor driver mounted upon one of said ends and said rail blocking device mounted upon the other of said ends, a hydraulic cylinder mounted upon said support member for actuating said anchor driver to drive said anchor upon said base flange, said rail blocking device engaging said base flange during the driving of said anchor.

7. A rail anchor driving machine as set forth in claim 6 wherein the recited curved support is vertically movably mounted upon a frame from a lower driving position to an upper nondriving position, power means for vertically moving said support, said power means mounted upon said frame.

8. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail comprising a frame adapted for rolling engagement with a railroad track, a vertically movable, C-shaped support member mounted upon said frame with the ends thereof directed downwardly, a rail anchor driver mounted upon one of said ends and a rail blocking device mounted upon the other of said ends, means for actuating said anchor driver mounted upon said support member, means associated with said frame and said support member to move said support between raised and lowered positions, said lowered position placing said anchor driver on one side of said rail and said rail blocking device on the opposite side of said rail whereby when said driver drives said anchor said blocking device exerts a reactive force in the opposite direction by engaging said rail.

9. In a rail anchor driving machine for driving prepositioned rail anchors upon a rail and having rail anchor driving means mounted thereon including means whereby said first mentioned means is brought into driving engagement with said rail anchor and withdrawn therefrom, the combination including a main frame and a secondary frame, said rail anchor driving means mounted upon said secondary frame, means whereby said secondary frame is vertically movable relative to said main frame to adjust said rail anchor driving means for different size rails.

10. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail comprising a main frame, a secondary frame secured to and vertically adjustably movable relative to said main frame, a support member mounted upon said secondary frame with one end thereof positioned on one side of said rail and the other end thereof positioned on the opposite side of said rail, one end of said support member having an anchor driver mounted thereon and the other end of said support having a rail blocking device mounted thereon, means secured to said anchor driver whereby said driver is caused to drive a rail anchor from one side of said rail and said rail blocking device is caused to engage said base flange at the opposite side thereof during the driving of said rail anchor, means connecting said support member to said secondary frame whereby said support may be vertically movable relative to said secondary frame and said anchor driver and said rail blocking device optionally movable from a lower driving position to an upper nondriving position and said secondary frame is vertically adjustable to a plurality of positions whereby the driving position of said anchor driver and said rail blocking device may be adjusted to different size rails.

11. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail comprising a main frame having rail type wheels, power means mounted to at least one of said wheels for propelling said machine along a railroad track, a secondary frame overlying a portion of said main frame, a C-shaped support member mounted to said secondary frame having a pair of downwardly directed arms adapted to be positioned in a lowermost driving position on either side of said rail, one of said arms having an anchor driver pivoted thereto and the other of said arms having a rail blocking device mounted thereupon, power means mounted upon said support for pivoting said driver whereby it drives said rail anchor upon said base flange, said rail blocking device having a vertically slidable bar adapted to horizontally engage said base flange opposite said driver during the driving of said rail anchor, said support means vertically movable relative to said secondary frame to an uppermost nondriving position, a positioner device mounted to said secondary frame and pivotal downwardly to a position whereby it laterally contacts said anchor to align said driver with said anchor when said support member is in said driving position, said secondary frame being vertically adjustable whereby the driving position of said support member is adjusted todifferent size rails, said support member being movable laterally of said rail to align said support member therewith.

12. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail comprising a main frame and a secondary frame, said secondary frame having mounted thereon a pair of longitudinally disposed shafts, a pair of sleeve members slidably telescoped over said shafts, spring means biasing said sleeve members toward one end of said shafts, means associated with said sleeve members for mounting a vertically movable rail anchor driver, said shafts being normally disposed below said main frame and at right angles to said rail, said driver movable relative to said sleeve members from a lowermost, driving position to an uppermost non driving position, said secondary frame being vertically adjustable to dispose said rail anchor driver at the proper level for driving said rail anchor, said secondary frame being movable to an uppermost position whereby said shafts are raised above the lowermost surface of said main frame.

13. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail comprising a frame, a pair of longitudinally disposed shafts mounted to said frame, a pair of sleeve members slidably telescoped over said shafts, spring means biasing said sleeve members toward one end of said shaft, a pair of vertically upwardly disposed piston rods mounted upon said sleeve members, said piston rods having pistons thereon, cylinders mounted upon said piston rods and encasing said pistons, a C-shaped support mounted between said cylinders and adapted to move with said cylinders, said support adapted to be moved from an uppermost to a lowermost position by means of said cylinders, said lowermost position disposing the ends of said support on either side of said rail, one end of said support having an anchor driver pivoted thereto and the other end of said support having a rail blocking device mounted thereon, a cylinder mounted to said support for pivoting said anchor driver to drive a rail anchor, said rail blocking device adapted to engage said base flange from one horizontal direction when said anchor driver drives an anchor from the opposite direction, and said support movable with said sleeve against the bias of said springs in response to force exerted by said anchor driver upon said anchor thereby firmly seating said rail blocking device against said rail base flange to provide a reactive force against the driving force exerted by said anchor driver.

14. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail comprising a main frame and a secondary frame overlaying said main frame, a pair of longitudinally disposed shafts mounted to said secondary frame, a pair of sleeve members slidably telescoped over said shafts, spring means biasing said sleeve members toward one end of said shafts, a pair of vertically upwardly disposed piston rods mounted upon said sleeve members, said piston rods having pistons thereon, cylinders mounted upon said piston rods and encasing said pistons, a C-shaped support mounted intermediate said cylinders and adapted to move therewith, said support adapted to be moved from an uppermost to a lowermost position by means of said cylinders, said lowermost position disposing the ends of said support on either side of said rail, one end of said support having an anchor driver pivoted thereto and the other of said ends having a rail blocking device mounted thereon, said anchor driver having an upwardly directed driver arm and a downwardly directed driver foot, a cylinder mounted to said support for pivoting said driver arm to bring said driver foot into contact with said rail to drive a rail anchor, said rail blocking device adapted to engage said base flange from one horizontal direction when said driver foot drives an anchor from the opposite direction, said support movable with said sleeves against the bias of said springs in response to force exerted by said driving arm upon said anchor to firmly seat said rail blocking device against said rail base flange, adjustment means associated with said secondary frame to adapt the lowermost position of said support to different size rails.

15. A rail anchor driving machine as set forth in claim 14 wherein the recited main frame has means associated therewith adapted to engage means associated with said first mentioned cylinders to prevent said first mentioned cylinders from moving downwardly whereby said first mentioned cylinders are maintained in said uppermost position and said sleeve members and associated parts are caused to move upwardly relative thereto.

16. A rail anchor driving machine for driving an anchor upon the base flange of a rail, said machine comprising a main frame having rail-type wheels whereby it is adapted for rolling engagement with a railroad track, at least one of said wheels having an hydraulic motor connected thereto for propelling said machine along the track, a secondary frame overlaying a portion of said main frame, a pair of shafts suspended below and mounted to said secondary frame, a pair of sleeve members slidably mounted upon said shaft, a pair of springs mounted upon said shafts and biasing said sleeve members in one direction on said shaft, a pair of piston rods vertically upwardly mounted upon said sleeve members, said piston rods having pistons thereon, a pair of lift cylinders mounted upon said piston rods and encasing said pistons, a support member mounted between said lift cylinders and vertically movable therewith, said support extending laterally on either side of said rail, one end of said support having an anchor driver pivotally mounted thereto and the other end of said support having a blocking device mounted thereto, a drive cylinder mounted upon said support and adapted to pivot said anchor driver, said anchor driver and said blocking device being vertically movable by means of said support from an uppermost position to a lowermost driving position wherein said anchor driver is adapted to contact and drive said anchor and wherein said blocking device laterally abuts said base flange from a direction opposite to said anchor driver during the driving of said anchors, a positioner shaft connecting said sleeve members, a positioner pivotally mounted upon said positioner shaft and pivotable by means of a control pedal, a seat for an operator mounted upon said main frame, means for providing hy draulic fluid under pressure to operate said motor, said lift cylinders, and said drive cylinder, said means mounted unitarily upon said frame and comprising an engine, a pump, a pair of tanks laterally mounted upon either side enema? lit of said main frame, and control valves for directing said hydraulictfluid, said tanks being connected in series and having a plurality of cooling pipes extending therebetween, said secondary frame being vertically adjustable to vary the positions of said anchor driver and said blocking device when in said driving position, said control valves so adapted to direct the fluid during the driving cycle that said support is lowered to the driving position before said driver cylinder is actuated to pivot said anchor driver, said positioner adapted when in its downwardly pivoted position to abut said rail anchor and so position the rail anchor driving machine that the anchor driver is aligned with said anchor prior to the driving thereof.

17. A rail anchor driving machine adapted for rolling engagement with a railroad track comprising a frame, rail type wheels mounted to said frame having flanges disposed on one sideof said rails, an anchor driver mounted to said frame and adapted to apply pressure to an anchor disposed at right angles to said rail to drive said anchor upon said rail, a pair of gauge wheels mounted to said frame and adapted tocontact said rail on the side thereof opposite the side upon which the flanges of said rail type wheels are disposed, said gauge wheels adapted to be adjusted toward said rail whereby the flanges of a pair of said rail type wheels are each maintained in contiguous relation to the side of its adjacent rail.

18. A rail anchor driving machine adapted for rolling engagement with a railroad track comprising a frame, rail type wheels mounted upon said frame, said wheels having flanges disposed upon one side of said rails, an anchor driver mounted upon said frame, means associated with said driver whereby the driver is caused to apply pressure to an anchor disposed at right angles to said rail to drive said anchor upon said rail, a pair of gauge wheels pivotally mounted to said frame, said gauge wheels being pivotable upwardly and downwardly with respect to said rail, said gauge wheels adapted when in the lowermost of said positions to contact one of said rails on the side thereof opposite the side contacted by said flanges of said rail type wheels, said gauge wheels adjustable toward said rail whereby the flanges of a pair of said rail type wheels are maintained in contiguous relation to the adjacent rail to align said anchor driving machine with said rail and to maintain said anchor driver at right angles to said rail.

19. A rail anchor machine for driving a rail anchor upon the base flange of a rail comprising a frame adapted for rolling engagement with a railroad track, a vertically movable, C-shaped support member mounted upon said frame with the ends thereof directed downwardly, said C-shaped support being disposed at right angles relative to said rail whereby one of the ends thereof is disposed upon one side of said rail and the other of the ends thereof is disposed upon the other side of said rail, a rail anchor driver mounted upon one of said ends and a rail blocking device mounted upon the other of said ends, means for actuating said anchor driver mounted upon said support member, means associated with said frame and said support member to move said support between raised and lowered positions, said anchor driving machine having a pair of rail type wheels mounted on the side thereof adjacent one of said rails, said wheels having flanges disposed upon one side of said rail, a pair of gauge Wheels respectively associated with said pair of rail type wheels, said gauge wheels mounted to said frame and adapted to contact said rail on the side thereof opposite the side upon which said flanges of said rail type wheels are disposed, said gauge wheels adjustable toward said rail whereby the flanges of said rail type wheels are maintained in contiguous relation to the rail to align said anchordriving machine with said rail and to maintain said C-shaped support member at right angles to said rail.

20. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail comprising a main frame having rail type wheels, at least two of said wheels contacting a single rail, said rail type wheels having flanges disposed upon one side of said rail, power means mounted to at least one of said wheels for propelling said machine along a railroad track, a secondary frame overlying a portion of said main frame, a C-shaped support member mounted to said secondary frame having a pair of downwardly directed arms adapted to be positioned in a lowermost driving position on either side of said rail, said C-shaped support member being disposed at right angles to said rail, one of said arms having an anchor driver pivoted thereto and the other of said arms having a rail blocking device mounted thereupon, power means mounted upon said support for pivoting said driver whereby it drives said rail anchor upon said base flange, said rail blocking device having a vertically slidable bar adapted to horizontally engage said base flange opposite said driver during the driving of said rail anchor, said support member vertically movable relative to said secondary frame to an uppermost nondriving po sition, a positioner device mounted to said secondary frame and pivotal downwardly to a position whereby it laterally contacts said anchor to align said driver with said anchor when said support member is in said driving position, said secondary frame being vertically adjustable whereby the driving position of said support member is adjusted to different height rails, said support member being movable laterally of said rails to align said support member therewith, a pair of gauge wheels mounted pivotally to said frame and adapted to pivot downwardly to a position whereby said wheels contact said rail on the side thereof opposite said flanges of said rail type wheels, said gauge wheels axially adjustable to adjust to different size rails to maintain said flanges of said rail type wheels in contiguous rotation to the adjacent rail whereby said C-shaped support member is maintained at right angles to said rail.

21. An apparatus for applying a rail anchor that is prepositioned on the base of a rail to the base of said railroad track rail, comprising a back up member in cluding means thereon for abutting one surface of the rail, a lever pivotally mounted on said back up member, said lever at its lower end having an anchor engaging means to engage a depending portion of said prepositioned anchor opposite the surface of therail that the back up member engages whereby the rail anchor on the inward pivoting of said lever is forced onto thetrail base in substantially permanent association with the rail without the application of any side thrust to said rail from said anchor engaging means, and a power means connected between the back up member and the lever for pivoting said lever relative to the back up member.

22. An apparatus for applying rail anchors to the rails of a track, comprising, a frame, a plurality of wheels, means rotatably mounting said wheels on said frame for movably supporting said machine on a railroad track, anchor applying means, means supporting said applying means from said frame, means for operating said supporting means to lower and raise said applying means into and out of engagement with a rail, said applying means including back up means engageable with the rail, pressure applying means pivotally mounted on said back up means and engageable on the opposite side of the rail with a rail anchor placed transversely of the rail to force said rail anchor onto the rail without the application of side thrust to said rail, and power means connected to said back up means and to said pressure applying means for pivoting said pressure applying means relative to the back up means for forcing said rail anchor onto the rail.

23. A machine for applying rail anchors to the rails of a track comprising a frame, a plurality of wheels, means rotatably mounting said wheels on said frame with said wheels adapted to be on said track for movably supporting said machine, anchor applying means, means supporting said applying means from said frame, means 21 for operating said supporting means to lower and raise said applying means into and out of engagement with a rail, said applying means including back up means en gageable with one side of a rail, pressure applying means pivotally mounted on said back up means and engageable on the opposite side of said rail with a rail anchor transversely of said rail, to force said rail anchor into substantially permanent association with said rail without application of substantial side thrust to said rail, and power means operatively connected to said back up means and to said pressure applying means for pivoting said pressure applying means for so forcing said rail anchor.

24. In a rail anchor driving machine for driving a rail anchor upon the base flange of a rail, a support disposed laterally of said rail, said support having end portions disposed on either side of said rail, one of said end portions having a driver pivoted thereto at a medial point on said driver, the opposite end of said support having the rail engaging device mounted thereon, a hydraulic cylinder mounted on said support, said cylinder having a reciprocating piston rod operatively connected to the uppermost end of said driver, said cylinder actuable to pivot the uppermost end of said driver in one direction thereby causing the lowermost end of said driver to pivot in the opposite direction, said lowermost end of said driver to pivot into contact with the rail anchor to drive the same upon said base flange of said rail, said rail engaging device to engage said base flange of the rail from an opposite direction to provide a reactive force to the driving power exerted by said driver, whereby there is no application of a substantial side thrust applied to the rail.

25. A rail anchor driving machine for driving a rail anchor upon the base flange of a rail comprising a main frame adapted for rolling engagement With a railroad track, a secondary frame vertically adjustably movable relative to said main frame, a rail anchor driver and a rail blocking device mounted upon said secondary frame and vertically movable relative thereto, means moving said anchor driver and said rail blocking device to a lowermost driving position and means causing said driver to drive a rail anchor upon said base flange of said rail and means causing said rail blocking device to engage said base flange to exert a reactive force thereupon relative to the force exerted by said driver, means whereby said secondary frame is vertically adjustable to a plurality of positions whereby the driving position of said anchor driver and said rail blocking device is adjusted to different size rails.

26. A rail anchor driving machine comprising a frame, rail type wheels mounted to said frame for rolling engagement With a railroad track, said wheels having flanges disposed on one side of said rails, a support member mounted upon said frame and adapted to be positioned with the ends thereof on either side of one of said rails, one end of said support member having an anchor driver mounted thereupon, the other end of said support member having rail blocking means mounted thereupon, said support being disposed at right angles to said rail, means associated with said anchor driver whereby said driver is cause to drive a rail anchor upon a base flange of one of said rails from one side of said rail and. means causing said rail blocking device to engage said base flange at the opposite side thereof, a pair of gauge wheels mounted to said frame and adapted to contact said rail on the side thereof opposite said flanges of said rail type wheels, said gauge wheels adjustable toward said rail whereby the flanges of a pair of said rail type wheels are maintained in contiguous relation to the adjacent rail to maintain said frame in parallel relation to said rail and to maintain said support at right angles thereto.

References Cited in the file of this patent UNITED STATES PATENTS 993,869 Peasley May 30, 1911 2,532,745 Thornley Dec. 5, 1950 3,012,516 Allernann Dec. 12, 1961 FOREIGN PATENTS 1,023,257 France Dec. 24, 1952 

1. A RAIL ANCHOR DRIVING MACHINE FOR DRIVING A RAIL ANCHOR UPON THE BASE FLANGE OF A RAIL SAID DRIVING MACHINE MOVABLY POSITIONED AND SUPPORTED UPON A RAILROAD TRACK, AN ANCHOR DRIVER MOUNTED UPON SAID MACHINE, RAIL BLOCKING MEANS MOUNTED UPON SAID MACHINE, MEANS ASSOCIATED WITH SAID ANCHOR DRIVER WHEREBY SAID DRIVER MAY DRIVE A RAIL ANCHOR UPON SAID BASE FLANGE FROM ONE SIDE OF SAID RAIL AND SAID RAIL BLOCKING DEVICE WILL ENGAGE SAID BASE FLANGE AT THE OPPOSITE SIDE THEREOF DURING THE DRIVING OF SAID RAIL ANCHOR WHEREBY THE FORCES EXERTED BY SAID ANCHOR DRIVER AND SAID BLOCKING DEVICE ARE DIRECTED TOWARD EACH OTHER. 